KR102311988B1 - energy absorber - Google Patents

Abstract

energy absorber
The present invention relates to an energy absorbing device for a safety net and/or rope structure, in particular an energy absorbing device for a collision damping device and/or a shock damping device and/or a traction rope braking device, comprising brake units (12a-d) and , the brake unit comprises at least one deflection element 14a - d and at least one brake element 16a - h extending at least partially around the deflection element 14a - d and at least when a load is applied. Connecting units 18a-d configured to at least partially absorb and/or convert kinetic energy in the case of impacts on the ), wherein the brake elements 16a-h are guided in a U shape around the deflection elements 14a-d.
The brake element 16a comprises at least one first brake portion 24a and at least one second brake portion 26a, said first and second brake portions 24a, 26a having at least a local load capability and Different in relation to each other, it is proposed that the first brake part 24a comprises at least one material recess 28a, in particular an elongated hole.

Description

energy absorber

The invention relates to an energy absorbing device for the construction of a safety net and/or rope according to claim 1 .

A device for shock absorption by means of a rope structure is known from document EP 2 274 353 B1.

It is an object of the present invention to provide a general device with improved features in terms of construction. It is also an object of the invention to achieve, inter alia, a high level of cost-efficiency. It is also an object of the invention to achieve advantageous features with respect to braking behavior. According to the invention, the above object is attained by the features of claim 1 and advantageous and other embodiments of the invention can be understood from the dependent claims.

Advantages of the present invention

The present invention relates to an energy absorbing device, in particular a shock damping device and/or a shock damping device and/or a traction rope braking device, for safety nets and/or rope structures, wherein at least one deflection element and around said deflection element at least partially having a braking unit comprising at least one braking element extending It has a connecting unit configured for securing in at least one use position.

An energy absorbing device having advantageous structures and/or configurations can be provided by embodiments according to the present invention. In particular, a high level of cost-effectiveness can be achieved as the diversity structure of the parts is reduced. In addition, a compact structure without eccentricity, in particular in the region of deflection, can be advantageously achieved. It is advantageous that a linear response behavior and/or a constant response load can be formed within the load case, in particular that the occurrence of load peaks can be largely avoided. In addition, the braking element can advantageously be controlled or with little vibration and can be deflected or pulled around the deflection element.

The energy absorbing device consists in particular of a net and/or rope construction brake and/or a U-brake, preferably a U-brake for the net and/or rope construction. The rope may in particular be a wire rope in this regard, but ropes made of other materials are also conceivable. In this specification, the safety net may be a wire netting in particular, but other networks may be considered. The energy absorbing device may be configured, for example, for connection to a rope, in particular a rope extending transversely to the warp, for example a suspension rope and/or a brake rope and/or a U-break rope and/or a retaining rope can Advantageously each at least two, in particular identical energy absorbing devices, are arranged at the ends of each rope, preferably connected to the ground and/or to a carrier element or the like. In particular, the brake unit is designed to attract the brake element around the deflection element, for example in a rockfall mesh installation comprising an energy absorber, a stone impackt, an avalanche release, a safety fence, eg a raceway protection fence. , road protection fences, rail track protection fences and the like, for example, to convert impact energy into deformation energy. Advantageously, the brake element is guided in a U shape around the deflection element. In particular, there is preferably a traction load on the brake element in the load case such that it is pulled around the biasing element and deformed around the biasing element. In principle, however, pressure loads and/or torsional loads and/or combinations of different loads may be considered. By “configured” is meant in particular specifically designed and/or mounted. It should be understood that with an object configured for a particular function, in particular in at least one state of application and/or state of operation, said object achieves and/or performs said particular function.

Preferably, the biasing element is configured in the form of a gudgeon and/or bolt and/or at least substantially cylindrical and/or cylindrical in hollow structure. Preferably, the brake element is arranged around the deflection element such that the inner radius of curvature of the brake element coincides at least substantially with the outer radius of the deflection element. It is preferred that the brake unit be configured such that the brake element deforms only when a load is applied and in particular the brake element does not deform particularly at least substantially. Advantageously, the brake element is configured in the form of a ribbon. In particular, the brake element is configured as a ribbon. Preferably, the brake element consists of one part and comprises at least one, in particular one-piece, ribbon element. The brake element may in particular consist of a plurality of ribbon elements which are adjacent to one another and, for example, may be configured identically or differently to one another. The brake element may have any length, but a length of 1 m or 2 m or 3 m or 4 m or 5 m may be convenient, for example. However, smaller or larger, in particular substantially smaller or larger lengths are also conceivable, depending in particular on the purpose of use of the energy absorbing device. Preferably, the longitudinal axis of the biasing element is arranged at least substantially perpendicular to the longitudinal axis of the brake element.

In principle, the brake unit may in particular comprise a plurality of deflection elements which may be configured identically or differently. The deflection elements can be arranged so that the arrangement of the deflection elements forms a deflection trajectory of the brake element, said deflection trajectory being formed in particular in the shape of an arc and of a different kind of curvature, for example an elliptic curve. In addition, the biasing elements may differ from one another in terms of diameter and/or surface properties and/or cross-section, in particular depending on the position of the biasing element. A plurality of biasing elements can be used so that in particular the braking behavior and/or load characteristics of the brake unit can be precisely adjusted. The biasing element may have a different cross-section than the cylinder. For example, the deflection element may have a cross-section forming a deflection trajectory composed of different partial trajectories of curved and/or straight lines. For example, when rotating around a biasing element, the curvature of the brake element may first increase and then decrease. Next, the brake element can have, for example, a main curvature with a main radius of curvature as well as a portion adjacent to the main curvature with a relatively small curvature and tapering from the main curvature.

In particular, in order to selectively adjust the friction properties, the biasing element may for example be a coating and/or a surface structuring part, for example a coating to reduce friction between the biasing element and the brake element when a load is applied; or can have, for example, nubs and/or ribs and/or grooves, etc., in which case in particular the biasing element is supported rotatably freely so that the biasing element passes through the biasing element and, depending on the movement of the brake element, a cavity. - Rotate (co rotate).

Particularly advantageously, the brake element is positioned around the deflection element so that a particularly shorter first partial section of the brake element is arranged on the first side of the deflection element and a particularly longer second partial section is arranged on the particularly oppositely located side of the deflection element. is extended Preferably, the first partial section and the second partial section extend parallel to each other and in particular with a distance corresponding to at least substantially the diameter of the biasing element and spaced apart from each other. Advantageously, the second partial section is at least twice the length of the first partial section, particularly advantageously at least 5 times, preferably at least 10 times. The brake element in particular comprises at least one connecting section which is curved and extends around the deflection element and connects the first partial section and the second partial section.

Preferably, when a load is applied, a tension is applied to the first partial section such that the first partial section is lengthened and the second partial section is shortened and the brake element is pulled around the biasing element. Here, during pulling through of the brake element, a certain part of the second partial section is first converted into a connecting section and then becomes part of the first partial section. In particular, in the brake element, in particular in the first partial section, at least one connecting element, in particular a clasp, configured for connection with the rope to be braked is fixed. In particular, the longitudinal axis of the brake element is arranged at least substantially perpendicular to the main extension direction of the brake element, in particular the second partial section. The "main extension direction" of an object in this specification is, in particular, a direction extending parallel to the longest side of the smallest imaginary cuboid surrounding the object. "At least substantially perpendicular" here means in particular a direction in a reference plane in particular with respect to a reference direction, said direction and reference direction being in particular less than 8°, advantageously less than 5°, particularly advantageously less than 2° from right angles with different angles. "At least substantially" means in particular that the deviation from the given value is equal to less than 15%, preferably less than 10%, particularly preferably less than 5% of the given value. An “at least substantially cylindrical/hollow cylinder-shaped” object herein means that the volume difference between the object and the smallest cylinder/hollow cylinder surrounding or encompassing the object is at most 30% of the volume of the cylinder/hollow cylinder, advantageously 20 % or less, particularly advantageously up to 10%, preferably at most 5%.

The brake unit advantageously has at least 20 kN, advantageously at least 30 kN, particularly preferably at least 50 kN, preferably at least 80 kN, particularly preferably at least 100 kN or at least 120 kN, in particular without tearing of the brake element. configured to accept a load. In particular, the applied load is received in the brake unit by the deformation of the brake element, preferably during the course of the deformation of the brake element, the corresponding load generated by the deformation of the brake element increases first, in particular linearly, and then preferably at least substantially to achieve a certain value. The brake unit is configured to maintain a constant value of the corresponding load when a load is applied, in particular for at least 0.1 seconds, advantageously at least 0.2 seconds, particularly advantageously at least 0.5 seconds, preferably at least 0.8 seconds. Said time can be determined in particular by an appropriate choice of the length and/or thickness and/or cross-section and/or geometry of the brake element in general. Of course, longer or significantly longer times are also possible, for example with very long brake elements. The time of course depends on the impact energy in case the load acts. An “at least substantially constant value” is a value that varies in particular by at most 20%, advantageously by 15% or less, particularly advantageously by at most 10%, preferably by 5% or less.

Advantageously, the brake unit comprises at least one housing element. The housing element preferably constitutes at least a part of the connecting unit. The connecting unit advantageously comprises at least one connecting element, in particular a clasp, configured to be connected to a fastening rope, a fastening nail, an anchoring, a carrier or the like. The connecting element is advantageously fixed to the housing element. In particular, the connection unit is configured to secure the housing element, in particular the energy absorbing device, in a stationary state in the position of use, in particular in the installation position of the safety net. The energy absorbing device may herein be fixed to the ground and may be constructed integrally to a steel beam, possibly in a net installation, for example. When a load is applied, the biasing element is advantageously positioned stationary relative to the connecting unit, in particular to the connecting element. Particularly advantageously, when a load is applied, the fastening element moves in particular away from and relative to the biasing element or in particular away from the coupling element and preferably moves along the longitudinal axis of the brake element and/or in the longitudinal direction of the biasing element. It moves relative to the coupling element perpendicular to the axis.

In an advantageous embodiment of the invention, it is proposed that the connecting unit consists at least partially as an integral part with the biasing element. Preferably, the connection unit comprises a biasing element. In particular, the connecting element comprises a biasing element. Preferably, the biasing element secures the connecting element on the housing element. The connecting element advantageously has a higher load capacity than the connecting element, in particular a higher traction load capacity. In this way, a high level of load capacity can be achieved. It is also possible to provide an energy absorbing device having a deflection region of a particularly compact structure.

In a particularly advantageous configuration of the invention, the connecting unit comprises at least one clasp, which has at least one bolt and is at least partially configured as an integral part with the biasing element. Preferably, the clasp is configured as a clasp with a wide opening. In particular, the clasp has a bearing strength of at least 2 t, advantageously at least 5 t, particularly advantageously at least 8.5 t. Preferably, the bolts of the shackle are secured upon unscrewing and/or unturning, in particular by means of at least one fastening cotter pin, preferably in combination with at least one nut. The housing preferably has at least one pass through through which the bolts pass. In particular, the connecting element is a clasp. Preferably the biasing element is a bolt of the clasp. Preferably, the connecting element constitutes the connecting unit as well as the biasing element. Preferably, the connecting element and the engaging element are each configured as a clasp, preferably the connecting element is configured as a larger clasp and the engaging element is configured as a smaller clasp. The reverse configuration is also conceivable. Accordingly, it is advantageous that a compact component structure different from the brake element and not having an eccentricity can be formed. In addition, a high level of reliability and/or reduced diversity of components can be achieved.

The housing element may at least partially include a brake element and a biasing element. Preferably the housing element surrounds the brake element around the deflection element in the deflection area. The housing element consists in particular of pipe pieces. In particular, the first partial section and the second partial section of the brake element protrude from the housing on the side of the housing facing away from the connecting element. Advantageously, the housing element opens towards the connecting element and towards the end of the brake element.

Preferably, when viewed along the longitudinal axis of the brake element, in particular along the longitudinal axis of the first partial section and/or along the longitudinal axis of the second partial section, the housing element comprises a brake element, in particular a first part of the brake element. a partial section and a second partial section. It is therefore advantageous that the deflection area can be safe from contamination, in particular from blocking. In addition, a high level of stiffness can be achieved.

The brake element comprises at least one first brake portion and at least one second brake portion, said brake portions differing from one another at least with respect to local load capability. The local load capacity can be, for example, local tensile load capacity, bending stiffness, compression resistance, torsion resistance, hardness, melting temperature, phase transition temperature, and the like. The local load capability of the brake element can vary continuously over at least a certain part of the brake element. Discontinuous changes can also be considered. Also, a plurality of different brake parts with different local load capacities are conceivable. Here, a continuous transition and a discontinuous transition between the brake parts can be considered respectively. The first brake portion and the second brake portion may have at least one microscopic characteristic, such as grain size and/or alloy composition and/or texture, as well as at least one macroscopic characteristic, such as material or any other property. may be different with respect to the geometry, in particular with respect to material thickness, cross-section, structure of the individual ribbon elements, and the like. The first brake part is pulled around the biasing element before the second brake part is pulled around the biasing element when a load is applied. In this way, flexibility with respect to the adaptability of the brake characteristic curve can be increased. Also, in the braking process, it can be started with a lower traction force.

In an advantageous embodiment of the invention, it is proposed that the first brake part has a lower local load capacity, preferably a smaller stiffness, for a smaller bending moment of inertia than the second brake part. Preferably, the first brake part is arranged closer to the biasing element than the second brake part, especially in the initial state in which the energy absorbing device is assembled and installed, for example according to the intended use, before a load is applied. In particular, the first brake part is arranged close to the biasing element in the initial state. The brake unit is configured to receive a relatively small load during activation rather than after activation, particularly when a load is applied. When brake parts with different local load capacities are constructed such that an impact load of a test weight, e.g. several tons, from a certain height e.g. several meters occurs, the brake unit has a load characteristic comprising a continuous increase and said It follows the load characteristics and represents a platform with no load peaks in particular, preferably a platform with constant load. Therefore, reliability can be increased in the anchoring process, especially since uncontrolled damage of the energy absorbing device can be avoided due to the occurrence of load peaks.

In a particularly advantageous configuration of the invention, it is proposed that, in particular in the initial state, the first brake part extends at least partially around the deflection element. Preferably, particularly in the initial state, the first brake part forms an engaging part. Accordingly, it is advantageous that the initiation of operation of the energy absorbing device can be controlled.

The first brake part comprises at least one material recess, in particular a hole, advantageously an elongated hole or at least one longitudinal groove. It is therefore advantageous that a high degree of flexibility and/or cost-effective manufacturability can be achieved, especially with regard to adaptation of the brake properties. Preferably, the longitudinal axis of the material recess extends at least substantially parallel to the longitudinal axis of the brake element. In particular, the material recess has in particular a width perpendicular to the longitudinal axis of the material recess, said width of the material recess being at least 30%, advantageously at least 40%, particularly glass, of the width of the brake element in particular of the first brake part preferably at least 60%, preferably at least 70%. It is conceivable that the material recess has a varying cross-section along the longitudinal axis of the brake element. Advantageously, the material recess can have a tapering structure, for example from the first brake portion towards the second brake portion, in particular continuously. In particular, with regard to simple manufacturability, it is conceivable that the material recess has at least partly a constant width. In particular, if the material recess consists of an elongated hole, the material recess may have a rounded front side.

If the brake element consists of an integral part of a metal ribbon, in particular of a steel ribbon, it is advantageous because a high load capacity can be achieved with low material costs and/or production costs. Preferably, the brake element is a flat steel ribbon, for example having a rectangular cross-section. Here, for example, the width of the brake element may be 60 mm and the thickness may be 8 mm, but any other values are also conceivable, in particular depending on the desired load capacity and/or the desired braking behavior. In particular, if relatively small loads are expected to occur, the thickness of the brake element is in particular at least 2 mm, advantageously at least 3 mm, particularly advantageously at least 4 mm, and/or at most 8 mm, advantageously at most 7 mm and particularly advantageously at most 6 mm. Moreover, the thickness of the brake element is in particular at least 4 mm, advantageously at least 5 mm, particularly advantageously at least 6 mm and/or at most 12 mm, advantageously at most 10 mm and particularly advantageously at most 9 mm, especially if relatively large loads are expected to occur. The width of the brake element may in particular be at least 20 mm, advantageously at least 30 mm, particularly advantageously at least 40 mm and/or at most 120 mm, advantageously at most 100 mm, particularly advantageously at most 80 mm. Preferably, the width of the brake element is between 45 mm and 60 mm. Furthermore, the thickness of the brake element is preferably between 5 mm and 12 mm. Of course, the use of other metals is also conceivable. In particular, corrosion-resistant materials and/or material combinations may be considered for the brake element. For example, a stainless steel ribbon is also contemplated. In addition, the brake element may at least partially have an anti-corrosion coating.

Furthermore, in order to achieve a particularly high level of miniaturization, the brake element can in particular form a roll-up and/or winding at least partially around a take-up axis arranged at least substantially parallel to the longitudinal axis of the deflection element. For example, the brake element may be rolled partially spirally. In particular, at least a portion of the second partial section of the brake element forms rolling and/or winding. In this way, the energy absorbing device including the brake element having a length of several meters is also installed and/or integrated into the safety net fixture without requiring much space when installed on a carrier or on the ground.

In another embodiment of the invention, it is proposed that the housing element consists of an integral part. Advantageously, the housing has a constant cross-section. In particular, the housing element is configured as an integral piece of tube, in particular a steel tube, preferably an angular tube. In this way, a high level of stiffness can be achieved. The use of a tube piece is particularly cost-effective, since the housing can be manufactured by simple cut-to-length, in particular easy construction of the transverse bore.

In an advantageous embodiment of the invention, it is proposed that the housing element is at least partially configured for guiding the brake element when a load is applied. In particular, when a load is applied, the lower part, in particular the second partial section, of the brake element extends along at least one inner edge and/or inner surface of the housing. The inner edge is advantageously arranged on the side of the housing element facing away from the connecting element. It is advantageous for the main extension plane of the inner surface to be arranged at least substantially parallel to the main extension plane of the brake element, in particular the first partial section and/or the second partial section.

It is proposed that the deflection element is supported so that it can rotate relative to the housing element, in particular at least 45°, advantageously at least 90°, particularly advantageously at least 120°. The biasing element may be supported such that it can rotate completely freely. In particular, when the biasing element is a bolt of the clasp, at least one support of the clasp, in particular the support of the clasp on the housing, in particular two supports on opposite sides of the housing, forms the maximum angle of rotation of the biasing element. The biasing element can be rotated in particular for an adjustable load. For example, the biasing element may be partially tightened against the housing by at least one screw and/or nut or the like. In this way, a uniform actuation initiation can be formed when a load is applied. In addition, uncontrolled damage to the brake unit can be avoided.

It is proposed that the brake unit comprises at least one guiding element movable relative to the deflection element and configured for at least partial guiding of the brake element. Preferably, the guide element is fixed to the first partial section. In particular, the guide element is fixed on the brake element by means of a coupling element. Preferably, the guide element is moved along the brake element together with the engaging element when a load is applied. Preferably, the guiding element moves away from the housing element along the longitudinal axis of the brake element when a load is applied. The guiding element advantageously forms a maximum distance between the first partial section and the second part in a direction perpendicular to the major plane of extension of the brake element, in particular the first partial section and/or the second partial section. Preferably, the guide element is configured as a tube piece, preferably made of steel, in particular an angular tube piece. The cross-section of the guide element may be identical to the cross-section of the housing element, and other cross-sections may be considered. Advantageously, the cross-section of the guide element is larger than the cross-section of the housing element. The guiding element may be coupled to a rope, in particular a suspension rope, on one side. In particular, the guiding element can in this case comprise a rope guide through which the guide can be guided along the rope. It is thus possible to avoid uncontrolled movement of the brake element, in particular uncontrolled slamming, which can lead to load peaks when a load is applied, in particular while the brake element is being pulled.

Advantageous properties, for example with regard to the adaptation of the braking properties according to the various positions of the safety net, the different use positions and/or the expected loads, are provided in particular by the construction kit for producing the energy absorbing device according to the invention and The construction kit includes a connection unit and at least two brake units each having different braking characteristics and capable of being connected with the connection unit. In particular, the construction kit comprises at least two different brake elements which may differ, for example, with respect to the presence or geometry of the material recess, the material, the geometry, the material thickness and the like. The brake units may differ with respect to the deflection behavior. For example, the brake element may comprise different deflection elements, in particular deflection elements with different diameters and/or different surface structures, or may comprise different numbers and/or arrangements of deflection elements.

A high level of safety and/or advantageous behavior in the event of an impact can be achieved in particular by means of a net and/or rope structure with one or more energy absorbing devices according to the invention. Preferably the net and/or rope structure is a wire net and/or wire rope structure. The net and/or rope structures may be, for example, rockfall prevention installations, motorsport fences, catch barriers, road and/or rail track protection nets, avalanche nets, projectile capture fences, vehicle capture barriers, in particular airplane capture barrier installations, test track protection net or the like. The energy absorbing device can advantageously be applied to the net and/or rope structure as a brake, in particular a U-brake. Preferably the net and/or rope structure comprises a plurality of energy absorbing devices, at least some of which are each connected to one another via a traction rope, in particular a wire rope. It is also conceivable in principle a parallel arrangement and/or a series arrangement of a plurality, for example a plurality of two or three or four or more energy absorbing devices. Here, it is conceivable that the energy absorbing devices in a parallel arrangement and/or in a series arrangement are configured to be at least substantially identical to each other. It is also conceivable that the energy absorbing devices in a parallel arrangement and/or in a series arrangement are configured differently and in particular are configured to generate different braking loads. Thus, for example, by proper connection of a plurality of energy absorbing devices, precise or application-specific adaptations of the overall braking characteristics are permitted.

The invention also comprises a method for manufacturing an energy absorbing device according to the invention, in particular by means of a construction kit according to the invention, wherein advantageously at least one brake unit is connected to the at least one connection unit. Of course, it can be considered that the brake unit and/or the connecting unit is completed only by the combination of the two units.

The energy absorbing device according to the present invention is not limited to the above applications and configurations herein. In particular, to perform the functions described herein, an energy absorbing device according to the present invention may include a number of individual elements, components and units other than those described herein, or any convenient combination thereof. have. Also, with respect to numerical ranges given herein, values within the given limits are considered to be disclosed and available upon request.

Further advantages may be taken from the following description of the drawings. BRIEF DESCRIPTION OF THE DRAWINGS An exemplary embodiment of the invention is shown in the drawings. The drawings, description and claims cover combinations of a plurality of features. The person skilled in the art will also deliberately consider the features individually and discover further convenient combinations.

1 schematically shows a net and/or rope structure with an energy absorbing device;
2 is a perspective view schematically illustrating an energy absorbing device;
Fig. 3 is a schematic side view of an energy absorbing device;
4 is a plan view schematically illustrating an energy absorbing device.
Fig. 5 is a schematic cross-sectional view of a portion of the energy absorbing device along section line VV of Fig. 4;
Fig. 6 schematically shows a construction kit for manufacturing an energy absorbing device.
7 is a perspective view schematically illustrating a first alternative energy absorbing device.
8 is a schematic perspective view of a second alternative energy absorbing device;
9 is a perspective view schematically showing a third alternative energy absorbing device.
Fig. 10 schematically shows a first replacement brake element;
11 schematically shows a second alternative brake element;
12 schematically shows a third alternative brake element;
13 schematically shows a fourth alternative brake element;

1 schematically shows a net and/or rope structure 38a. The net and/or rope structure 38a is configured as a fall prevention installation. However, the net and/or rope structure 38a may consist of a motor sports protection net, a landslide barrier, a test track protection barrier, a projectile barrier net, etc. as described above. The net and/or rope structure 38a is in this case installed at the point of use 40a, for example on a mountain slope. The net and/or rope structure 38a includes one or more energy absorbing devices 10a. In this case, the energy absorbing device 10a is used as a brake, in particular a U-brake. The energy absorbing device 10a may be integrated into the net and/or rope structure 38a, for example via at least one traction rope 42a. In particular, each of the two energy absorbing devices 10a is connected to each other via at least one traction rope 42a, in particular a suspension rope. Alternatively or additionally, the energy absorbing device 10a herein may be fixed and/or installed on the ground, for example on a carrier of a net and/or rope structure 38a.

The perspective view of FIG. 2 schematically shows the energy absorbing device 10a. 3 is a schematic side view of the energy absorbing device 10a. 4 is a plan view schematically illustrating the energy absorbing device 10a. FIG. 5 is a cross-sectional view schematically illustrating a portion of the energy absorbing device 10a along the section line V-V of FIG. 4 . The energy absorbing device 10a is in this case configured for use as a brake, in particular as a U-brake for safety nets and/or rope structures. In particular, the energy absorbing device 10a is a net and/or rope structural brake. In particular, the energy absorbing device 10a is a collision damping device and/or an impact damping device and/or a traction rope brake device. The energy absorbing device 10a includes a brake unit 12a. The brake unit 12a comprises at least one biasing element 14a. The brake unit 12a also comprises at least one brake element 16a extending at least partially around the deflection element 14a. The brake unit 12a at least partially absorbs and/or converts kinetic energy when a load is applied, for example when a rockfall occurs into the net and/or rope structure 38a , in particular when a collision occurs. configured to do The energy absorbing device 10a further comprises a connecting unit 18a configured for fixing the brake unit 12a in the use position 40a.

The brake element 16a is in this case arranged in a U shape around the deflection element 14a. The biasing element 14a has a cylindrical shape, in particular a circular cylindrical shape. In particular, the biasing element 14a has at least a substantially circular cross-section. When a load is applied, the kinetic energy is converted into deformation energy of the brake element 16a. When a load is applied, the brake element 16a is pulled around the biasing element 14a and deformed. Thus, the net and/or the net portion of the rope structure 38a can perform a compensatory movement in the event of an impact, eg can partially provide an impinging piece of rock, such that the suspension rope A piece of rock is braked relatively less abruptly than when, for example, by connecting the slab directly to a fixed position and anchoring it to the ground, for example.

The brake unit 12a comprises an element to be braked, in particular a coupling element 44a configured to be connected with a traction rope 42a, for example a wire rope. The coupling element 44a is connected to the brake element 16a. When a load is applied, the brake element 16a is pulled around the biasing element 14a by the traction force acting on the engaging element 44a. The coupling element 44a consists in this case as a shackle. For example, coupling element 44a may consist of a 3/4" clasp. However, depending on the size and/or load capacity and/or intended use of the energy absorbing device 10a, other coupling elements, particularly Other sizes of clasps are conceivable, preferably the coupling element 44a is made of steel.

The energy absorbing device 10a in this case has a weight of approximately 17.5 kg. The energy absorbing device 10a also has a length of approximately 3 m. The brake unit 12a is configured to receive a load of approximately 80 kN without shearing the brake element 16a. In particular, when a load is applied, the brake unit 12a generates a braking load against the collision object, which first increases and then when the brake element 16a is pulled around the deflection element 14a, It is desirable to have a rather constant value, for example 80 kN, without generating a load peak. Preferably, the brake unit 12a has a characteristic curve without load peaks. When a load is applied, the brake unit 12a in particular generates a counter force, said counter force initially increasing linearly and at least substantially constant after a starting phase of about 0.1 s to 0.2 s, e.g. For example, it will form a value of 80 kN. Advantageously, said corresponding load fluctuates around said value advantageously less than ±30 kN, particularly advantageously less than ±20 kN, preferably less than ±10 kN, for example during a braking time of 0.5 s. The braking time can of course be selected according to almost any requirement, for example with a suitably long or short brake element 16a. In addition, the braking time depends in particular when a load with, for example, an impact strength occurs.

The connecting unit 18a is at least partially one part with the biasing element 14a. The connecting unit 18a is at least partially integrally configured with the brake unit 12a. The biasing element 14a is an element shared by the connecting unit 18a and the brake unit 12a. The connecting unit 18a comprises at least one clasp 20a having at least one bolt 22a formed at least partially integrally with the biasing element 14a. In this case, the bolt 22a constitutes the biasing element 14a. The clasp 20a of the connecting unit 18a is in this case a clasp with a wide opening. Advantageously, the clasp 20a of the connection unit 18a has a load-bearing capacity of approximately 8.5t, and of course other values and/or clasp shapes may be considered depending on the expected load, the installation location, the available installation space, etc. . Preferably the clasp 20a is made of steel. The clasp 20a in this case comprises at least one fastening cotter pin 46a, which prevents loss of the fastening nut, for example due to unscrewing in the event of a load.

However, in principle, the biasing element can be configured separately from the connecting element of the connecting unit. In particular, the connecting unit may comprise at least one connecting clasp arranged spaced apart from the biasing element. The counter biasing element can then be configured, for example, as at least one bolt. In principle, arrangements of the deflection element forming the deflection trajectory for the brake element and/or multiple parts of the deflection element can be considered. Also, while bolts and other biasing elements are integrally connected with the connecting element, the connecting element may be different from the clasp. For example, rings, tubes, hooks, etc. can be used as connecting elements.

The brake element 16a comprises at least one first brake portion 24a and at least one second brake portion 26a differing in at least local load capacities. Preferably, the first brake portion 24a has a smaller local load capacity than the second brake portion 26a. In this case, the first brake portion 24a has less rigidity than the second brake portion 26a. The load for bending and/or pulling of the first brake part 24a around the biasing element 14a is, in particular, less than the load required on the second brake part 26a. In particular, the first brake part 24a is bendable and in particular can bend around a bending axis orthogonal to the main direction of extension 48a of the brake element 16a by applying a smaller load than the second brake part 24a. . In this case, the first brake part 24a is joined to the engaging part 50a, which is arranged on the side 56a of the first brake part 24a facing away from the second brake part 26a. do. The coupling element 44a is fixed on the coupling portion 50a. The engaging portion 50a and the second brake portion 26a in this case have at least substantially the same local load capacity.

The first brake portion 24a extends at least partially around the biasing element 14a. Before the second brake part 26a immediately following the first brake part 24a is pulled around the biasing element 14a, the first brake part 24a in the load casing is moved around the biasing element 14a. are pulled In this case, the first brake part 24a forms a U-shaped bend 52a of the brake element 16a around the biasing element 14a. In the event of a load, the brake element 16a is initiated uniformly by the first brake part 24a, in particular so that the occurrence of a load peak is avoided, and a corresponding load is continuously formed.

The first brake portion 24a includes at least one material recess 28a. The material recess 28a is configured in this case as an oblong hole. The second brake portion 26a has no material recess in this case. The rigidity of the brake element 16a is reduced in a position close to the material recess 28a. The material recess 28a has a length of approximately 300 mm in this case, although any other length is contemplated. Further, the material recess 28a has a width of approximately 30 mm, although other values are contemplated in this regard. By selecting an appropriate width, in particular the difference in the local load capacity of the first brake part 24a and the second brake part 26a can be adjusted. In lieu of an elongated hole, a deepening or the like may also be considered. A plurality of material recesses may also be provided, for example material recesses arranged in parallel. In addition, the first brake part 24a can, for example, be at least partially made of a different material than the second brake part 26a, for example a different alloy. The material recess 28a may be filled, for example, at least in part by another metal and/or synthetic material and/or rubber. In this case, the material recess 28a is configured as an elongated hole with parallel sides. However, any other geometries are contemplated, particularly as shown in FIGS. 10-13 . Also, in this case, the local load capacity varies somewhat discontinuously between the first brake portion 24a and the second brake portion 26a. Here, the local load capacity can be increased over a relatively large longitudinal section of the brake element 16a and/or completely continuously, in particular linearly. In particular, the start up behavior of the brake unit 12a can be adjusted through modification of the local load capacity.

The brake element 16a in this case consists of an integral part. Furthermore, the brake element 16a is configured as a metal ribbon, in particular a steel ribbon. The brake element 16a in this case has a rectangular cross section. The cross-sectional area of the brake element 16a is, for example, approximately 60 mm*8 mm, other dimensions are conceivable. Accordingly, the width of the brake element 16a is approximately 60 mm. The thickness of the brake element 16a is thus approximately 8 mm. In particular, the width and/or material thickness of the brake element 16a is at least substantially constant along the longitudinal axis 54a of the brake element. In particular, the longitudinal axis 54a of the brake element 16a is in this case identical to the longitudinal axis of the second brake part 26a. Furthermore, the length of the brake element 16a is in this case approximately 3 m. Of course, other dimensions are conceivable, in particular to achieve different braking characteristics. Furthermore, at least the width and/or thickness and/or contour etc. of the brake element 16a can be varied along the longitudinal axis 54a of the brake element.

The brake unit 12a comprises at least one housing element 30a. The housing element 30a in this case consists of an integral part. The housing element 30a at least partially comprises a brake element 16a and a biasing element 14a. The housing element 30a is made of steel. The housing element 30a consists of a tube piece, in particular an angular tube piece and/or a steel tube piece. The clasp 20a of the connection unit 18a is fixed to the housing element 30a. The biasing element 14a passes transversely through the housing element 30a. In particular, the housing element 30a comprises pass guides for the biasing element 14a through which the biasing element 14a can be guided for fastening. The brake element 16a enters the housing element 30a at the side, in particular the open side 56a, of the housing element 30a and leaves the housing element after circulation around the deflection element 14a. The bend 52a of the brake element 16a is arranged inside the housing element 30a.

In this case, the housing element 30a has a length, in particular parallel to the longitudinal axis 54a of the brake element 16a, of approximately 150 mm. Further, the housing element 30a has a cross section of about 80 mm * 80 mm perpendicular to the longitudinal axis 54a of the brake element 16a. Furthermore, the housing element 30a in this case has a material thickness of approximately 8 mm. In particular, the material thickness of the housing element 30a is greater than the material thickness of the brake element 16a. However, the same material thickness may be considered. It may be considered that the housing element 30a has a smaller material thickness than the brake element 16a. Advantageously, the brake element 16a is not directly adjacent to the housing element 30a , but is arranged inside the housing element 30a at regular intervals. In principle, any other dimensions of the housing element 30a can be adapted in particular to the dimensions of the brake element 16a and/or the deflection element 14a. The housing element 30a has a fairly large length, for example 20 cm or 30 cm or 40 cm, the longer part of the brake element 16a being arranged inside the housing element 30a. Optionally, the housing element may have a relatively small, in particular significantly smaller length.

The biasing element is supported such that the biasing element 14a is rotatable relative to the housing element 30a. In particular, the biasing element 14a can rotate at least distally so that the clasp 20a of the connecting unit 18a abuts the housing element 30a and/or the brake element 16a. Optionally, fixing, eg welding, the biasing element 14a relative to the housing element 30a. By tightening at least one nut of the clasp 20a of the connecting unit 18a, the biasing element 14a can be rotatably secured to the housing element 30a.

The housing element 30a is configured to at least partially guide the brake element 16a when a load is applied. Advantageously, the housing element 30a prevents the brake element 16a from sliding laterally from the biasing element 14a. In particular, the housing element 30a is configured to form and/or protect the deflection of the brake element 16a around the biasing element 14a by at least 150°, advantageously 180°. Furthermore, the inner surface 58a and the inner edge 60a of the open side 56a of the housing element 30a are not affected by the brake element 16a, in particular during the pulling of the brake element 16a when a load is applied. Guide the second brake portion 26a.

The brake unit 12a comprises at least one guiding element 32a which is movable with respect to the biasing element 14a and is configured for at least partially guiding the brake element 16a. In this case, the guide element 32a is fixed to the engaging portion 50a of the brake element 16a. In particular, the guide element 32a is fixed on the brake element 16a by way of a coupling element 44a. The brake element 16a passes through the guide element 32a after rotating around the biasing element 14a. When a load is applied, the guide element 32a is drawn along the brake element 16a and away from the housing element 30a. The brake element 16a is drawn in and advantageously stabilized and/or guided through the interior of the guide element 32a. In this case, the guide element 32a consists of a tube piece, in particular a steel tube piece and/or an angular tube piece. The guiding element 32a may have a cross section of, for example, approximately 100 mm * 100 mm. Also, the guide element 32a may have a thickness of approximately 6 mm. In particular, the material thickness of the guide element 32a coincides with the material thickness of the brake element 16a. In this case, the guide element 32a has a different cross-section than the housing element 30a. However, the housing element 30a and the guide element 32a have the same cross-section and can in particular be pieces of the same tube.

Alternatively or additionally, the guiding element 32a is movable while being connected to or guided along at least one rope, in particular a suspension rope, of the net and/or rope structure 38a. Preferably, the guiding element 32a in this case can be configured to guide the brake element 16a parallel to the rope or at least partially prevent lashing out of the brake element 16a relative to the rope.

The brake element 16a includes a rear support 62a which prevents the brake element 16a from being pulled out of the housing element 30a. When a load is applied, the brake element 16a is pulled around the biasing element 14a only until the support 62a is reached. In this case, the brake element 16a is folded back at the rear end to form the support 62a. However, the support may be configured by attaching additional clasps and/or screws and/or bolts.

6 schematically shows a construction kit 34a for manufacturing the energy absorbing device 10a. The construction kit 34a includes two different brake units 12a, 36a and a connection unit 18a with different braking characteristics. In this case, the brake units 12a, 36a comprise different brake elements 16a, 64a.

In order to manufacture the energy absorbing device 10a, the connecting unit 18a can be connected, for example, with one of the brake units 12a, 36a.

7-13 show further exemplary embodiments of the present invention. The following description is essentially limited to the differences between the embodiments, and reference may be made to the description of the exemplary embodiments of FIGS. 1 to 6 with respect to components, features and functions that remain the same. In order to distinguish the exemplary embodiment, the letter a in the reference numbers of Figs. 1-6 is replaced with the letters b through h in the reference numbers of Figs. 7-13. Reference may be made to the drawings and/or to the description of the exemplary embodiment in FIGS.

7 is a perspective view schematically illustrating the first alternative energy absorbing device 10b. The first alternative energy absorbing device 10b comprises a brake unit 12b having at least one biasing element 14b and at least one brake element 16b extending at least partially around the at least one biasing element 14b. include The brake unit 12b is configured for at least partial absorption and/or conversion of kinetic energy when at least a load is applied. The first alternative energy absorbing device 10b further comprises a connecting unit 18b configured for fixing the brake unit 12b in at least one use position. The connecting unit 18b comprises one or more clasps 20b with one or more bolts 22b forming a biasing element 14b.

In particular, the first alternative energy absorbing device 10b differs from the energy absorbing device 10a of the exemplary embodiment of FIGS. 1 to 6 in that the first alternative energy absorbing device 10b does not have additional guiding elements. In contrast, the first alternative energy absorbing device 10b only comprises a housing element 30b for guiding the brake element 16b.

8 is a perspective view schematically illustrating a second alternative energy absorbing device 10c. The second alternative energy absorbing device 10c comprises a brake unit 12c having at least one biasing element 14c and at least one brake element 16c extending at least partially around the at least one biasing element 14c. include The brake unit 12c is configured for at least partial absorption and/or conversion of kinetic energy at least when a load is applied. The second alternative energy absorbing device 10c further comprises a connecting unit 18c configured for fixing the brake unit 12c in at least one use position. The connecting unit 18c comprises one or more clasps 20c with one or more bolts 22c forming a biasing element 14c.

The brake element 16c has no material recesses and/or elongated apertures. The brake element 16c has a constant cross-section. The brake element 16c is configured as a metal ribbon, in particular a steel ribbon, having a constant cross-section over its entire length.

9 is a perspective view schematically illustrating a third energy absorbing device 10d. The third alternative energy absorbing device 10d comprises a brake unit 12d having at least one biasing element 14d and at least one brake element 16d extending at least partially around the biasing element 14d. The brake unit 12d is configured for at least partial absorption and/or conversion of kinetic energy when at least a load is applied. The third alternative energy absorbing device 10d further comprises a connecting unit 18d configured for fixing the brake unit 12d in at least one use position. The connecting unit 18d comprises at least one clasp 20d with at least one bolt 22d forming a biasing element 14d.

The brake element 16d is at least partially rolled up and/or wound up. The brake element 16d is wound in a spiral 72d. The brake element 12d is wound in multifold. When a load is applied, the brake element 12d is released and is pulled around the biasing element 14d. The third alternative energy absorbing device 10d may comprise at least one guide for the brake element 16d which guides the brake element 16d in the area where the brake element has to be wound or unwound. The brake element 16d is wound on a drum and/or cylinder or the like, and the brake element 16d is released from the biasing element 14d when a load is applied by the brake element being fixed against the biasing element 14d.

10 to 13 show different alternative brake elements that can be used, for example, in the energy absorbing device 10a - d of the exemplary embodiment. 10 schematically shows a first replacement brake element 16e. The first replacement brake element 16e comprises a material recess 28e of tapering structure. In particular, the material recess 28e is configured as an elongated hole of a tapering structure. Likewise, tapering thickening can also be considered. Viewed from the biasing element (not shown in the figure), the material recess 28e faces the rear end of the first replacement brake element 16e. The local load capability, in particular the stiffness, of the first replacement brake element 16e increases continuously with the tapering of the material recess 28e. Thus, when a load acts, the corresponding load also advantageously increases continuously. The load characteristic curve of the first replacement brake element 16e can be adjusted via the geometry of the material recess 28e.

11 schematically shows a second alternative brake element 16f. A second replacement brake element 16f is shown in the side view of FIG. 11 . The second replacement brake element 16f has a varying material thickness. In this case, the thickness of the second replacement brake element 16f varies continuously. As a result, the second replacement brake element 16f has a varying load capacity, in particular stiffness.

12 schematically shows a third alternative brake element 16g. The third replacement brake element 16g has a step-by-step thickness. In this case, the third replacement brake element 16g consists of a plurality of ribbon elements 66g, 68g, 70g. The ribbon elements 66g, 68g, 70g are steel ribbons in this case. However, combinations of other materials and/or ribbon elements made of other materials are also possible. Although three ribbon elements 66g, 68g, 70g are illustratively shown in FIG. 1 , other numbers are of course contemplated.

13 schematically shows a fourth alternative brake element 16h. The fourth alternative brake element 16h in this case comprises two ribbon elements 66h, 68h which are arranged loosely with each other. Ribbon elements 66h, 68h may be constructed of, for example, a steel ribbon. Ribbon elements 66h and 68h extend with different bends around biasing element 14h. When a load is applied, for example, the first ribbon element 66h flexes, and in another course of application of the load the second ribbon element flexes and before being pulled around the biasing element 14h. Two ribbon elements 68h are arranged along the biasing elements 14h by traction. When the load starts to act, the corresponding load decreases first and increases when both ribbon elements 66h and 68h are pulled at the same time. Similarly, any other number of ribbon elements is contemplated.

Claims (18)

A net and/or rope structure brake, the net and/or rope structure brake comprising:
a brake unit (12a-d) comprising at least one deflection element (14a-d) and at least one brake element (16a-h) extending at least partially around the deflection element (14a-d); and is configured to at least partially absorb and/or convert kinetic energy when one or more loads are applied,
a connecting unit (18a-d) configured for fastening of the brake unit (12a-d) in one or more use positions (40a), the brake element (16a-h) being guided around the biasing element (14a-d) and , when a load is applied, a tensile load is applied to the brake unit 12a-d so that the brake element 16a-h is pulled and deformed around the biasing element 14a-d;
The brake element 16a comprises at least one first brake portion 24a and at least one second brake portion 26a,
The first and second brake portions 24a, 26a differ from each other at least with respect to local load capacity, the first brake portion 24a tapering from the first brake portion 24a towards the second brake portion 26a. one or more material recesses 28a configured in the form or having a constant width;
When a load is applied, first the first brake part 24a is pulled around the biasing elements 14a-d, then the second brake part 26a is pulled around the biasing elements 14a-d Net and/or rope structure brake, characterized in that it loses. Brake according to claim 1, characterized in that the connecting unit (18a-d) consists at least partially as an integral part with the biasing element (14a-d). 3. The connection unit (18a) according to claim 1 or 2, characterized in that it comprises at least one clasp (20a) having at least one bolt (22a) which is at least partially formed as an integral part with the biasing element (14a). net and/or rope structure brakes. 3. A brake according to claim 1 or 2, characterized in that the first brake portion (24a) has less stiffness than the second brake portion (26a). 3. A brake according to claim 1 or 2, characterized in that the first brake portion (24a) extends at least partially around the biasing element (14a). 3. A brake according to claim 1 or 2, characterized in that the brake elements (16a-e) consist of an integral part of a metal ribbon. 3. A brake according to claim 1 or 2, characterized in that the brake element (16d) is at least partially rolled and/or wound. 3. The brake unit (12a; 12b) according to claim 1 or 2, wherein the brake unit (12a; 12b) comprises at least one housing element (30a; 30b) which at least partially surrounds the brake element (16a; 16b) and the deflection element (14a; 14b) Net and / or rope structure brake, characterized in that. Brake according to claim 8, characterized in that the housing element (30a; 30b) consists of an integral part. Brake according to claim 8, characterized in that the housing element (30a; 30b) is configured at least in part for guiding the brake element (16a; 16b) when a load is applied. Brake according to claim 8, characterized in that the biasing element (14a) is supported such that the biasing element is rotatably relative to the housing element (30a). 3. The brake unit (12a) according to claim 1 or 2, characterized in that it comprises at least one guiding element (32a) configured to at least partially guide the brake element (16a) and movable with respect to the biasing element (14a). net and/or rope structure brakes with A construction kit for manufacturing a net and/or rope structure brake according to claim 1 or 2, comprising:
The construction kit, characterized in that it comprises a connecting unit (18a) and two or more brake units (12a, 36a) each having different braking characteristics and capable of being connected with the connecting unit (18a). A net and/or rope structure with one or more net and/or rope structure brakes according to claim 1 or 2 . Method for manufacturing a net and/or rope construction brake according to claim 1 by means of a construction kit (34a) according to claim 13 . The brake of the net and/or rope structure according to claim 1 or 2, characterized in that the case where the load acts is the case where the impact acts. 3. A brake according to claim 1 or 2, characterized in that the material recess of the first brake part (24a) is configured in the form of an elongated hole. 3. A brake according to claim 1 or 2, characterized in that the second brake portion (26a) is free of material recesses.

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